Spencer g



- s.G.NEAL. i CHANGE OVER VALVE FOR AIR BRAKE APPARATUS. APPLICATION FILED NOVJ I8. |916. RENEWED JUNE 7 1919.

l, 3 1 4;, 97 G Patented Sept. 2l, 1919.

i/Illii .A a kamm I k,shown and described UNITED sTATEs PATENT oEFIoE.

sPENcEE G, NEAL, oF NEW Tomi, N. Y., AesIeNoE, EY iIEsN'E ASSIGNMENTS, To AUTOMATIC vsTEAIeIIT AIE. BRAKE COMPANY, or WILMINGTON, DELAWARE,

*A CORPORATION OF DELAWARE.

Speoication of Letters Patent. Y i e Patented 2, 149719,

Application illed November 18, 1916, Serial No. 131,993. Renewed June v7, 1919.4 Serial No. 802,629.

To all whom z't may concern.

Be it known that I, SPENCER G. NEAL, a citizen of the United States, resident of the borough of Manhattan, clty, county, and State of New York, have invented certain new and useful Improvements 1n Change-Over Valves for Air-Brake Apparatus, of which the following 1s a specifica- This invention relates to improvements in that type of valve for air brake .apparatus in Patents No. 1,183,103, dated May 16, 1916, and N9. 1,157,954, .dated october 26, 191.5, The an retaining valve shownand described 1n. said patents places the train plpe reservoir 1n communication with the train pipe during-Y all service applications of the brakes, and means are provided whereby when the brake cylinder pressure is equal to or above tram pipe pressure,-or when, after an equalization of trainpipe and brake cylinder pressures, the brake cylinder pressure leaks down below .thev train pipe pressure and augmenting reservoir pressure, the augmentlng reservolr will be sealed against communication with the train pipe, and placed in communicationgwith the brake cylinder so that the said reservoir capacity will be added to thelbrake cylinder capacityand disconnected from the train pipe.

In the resent invention the augmenting' or train plpe reservoir is in communication `with the train pipe during all-service applications of thebrakes, but upon an emergency application of the brakes the train pipe reservoir is disconnected from the train pipe and connected to the emergency brake cylinder chamber 41 of the triple valve, so that the train pipe reservoir capacity is added to the emergency reservoir capacity for emergency applicatlons of the\ brakes.

One ofthe main objects of the invention is to provide .a valve which will be operated by the train pipe reservoir pressure to seal the train pipe reservoir from the train pipe upon a reduction kof the trainxpipe pressure suilicient to secure an emergency `application of the brakes. It is` desirable, upon a reduction of trainv pipe pressure, to secure an emergency application of the brakes, to reduce the train pipe' capacity by sealing the train pipe reservoirs 4or disconnecting them from the train pipe. By sealing the train pipe reservoirs the volume of air contained therein isA at once removed from the train plpe volume, thereby rendering kit a simple matter to secure the proper reduction 'of tram p1pe air throughout the length of theV train. l

Another object of the invention is to pro'.-

-vide a valve operated by trainv'pipel reservoir pressure which, upon a reduction of tram p1per pressure. sufficient to secure an emergency apphcatlon of the brakes, will place the'traln pipe reservoir in communication with the triple valve emergency brake cylinder chamber, so that theairfrom the traink p ipe reservoir may flow through ther triple valve chamber .to the brake cylinder fortan emergency application of the brakes.

In the triple'valve shown vand described in Patent No. 1,183,103, the triple valve with emergency brake cylinder chamber 41 is illustrated and fully described, and it is thought that a diagrammatic representation of the triple valve willbeisuiiici'ent for the purpose of illustrating the invention described herein. i

In the drawing, Figure 1 is a diagrammatic view of a braking unit, showing the change-over valve connected thereto; and

Fig. 2 a vertical central sectional view of the change-over valve. e 5

Referring` to the various parts by reference characters, A designates `a triple valve which is to be constructed substantially in accordance with the triple valve shown in Patent No. 1,183,103; B an emergency reservoir; C a brake cylinder; D a train pipe chamber 2 is formed by a liexible dia-g phragm or'movable abutment 5, which is' clamped in position by the upper part 6 of the casing, said part forming an upper controlling chamber 7 above the diaphragm. The train pipe reservoir D is connected to the lower end of the change-overv valve by means of a ipe 8, said pipe opening into a chamber 9 ormed by -a cap- 1 0screwed on the lower end of the main casing 1. Extending upwardly through thebottom of the valve casing 1 and into the chamber 2, is an open-ended tubular post 11 `havln a valve 12 formed at' its `upper end. S11 ingon this post is a sleeve 13 carried bythe dia hragm 5 andr adapted to be seated on amfunseated from the valve/.12 by the variations in pressure in chambers 2 and 7. Through the center of the d1aphragm.1s a passage 14 which places the chamber 2 1n free tve f 12of` the tubular post 11. The sleeve 13 is n enlarged vat its upper end to form the small'- chamber 16, and said chamber is .inv commuknication with the train pipe chamber 2' through the aperture 17, sothat when the valve seat 15 1s raised above the valve 12 on the upper end of the tubular post 11, chamber 2 will'be in free communicatlon with the train pipe reservoir and with the ranged a coil spring 18, said spring bearing on the bottom wall of said chamber, and on chamber 2 in communication with the tramu the under side of the diaphragm 5, yand ytending toseparate the valve seatk 15 and valve 12 and to maintain the `train pi e pipe reservoir.

In the upper wall of the chamber 7 is .formed an aperture 19 which is adapted to be closed by an upwardly seating valve 20 `carried by the diaphragm 5, said-valve being positively moved to and from its seat through thel movements of said diaphragm. The aperture19 opens into a chamber 21 formed in n a cap 22 to which pipe 23 is connected, said pipe leading from'said chamber tothe emergency brake cylinder chamber 41 of triple chamber 41 is connected to the brake cylinder andis adapted to receive air from the emergency reservoir and to deliver it Ato the brake cylinder yfor an emergency application of the brakes. As is also described in my said Patent No. 1,183,103,4an emergency ap-` plication of the brakes is secured Vby a sudden and pronounced reduction in train pipe pressure.

In chamber 21 rand seating downwardly on a valve seat lformed at .the upper end of" of any suitable form of iygokeor spider arm secured within the cham er 21. `This valve prevents the passage of air from the cham- 7, but is so lightly held to its seat that air communication with chamber -7. Around the lower margin of the aperture y 14 is formed a valve seat 1 5 w hich 1s adap ed to receive and coperate with the, va

, train pipe reservoir volume to t fromchamber may readily unseatit when the pressure vin chamber 7 exceeds the pressure in chamber 21,- plus the springpressure ying communication between trainpipe` reservoir and the chamber 2. The reduction in pressure 5in chamber 2 in an emer ency application of the brakes,'wil1 takep ace more rapidly. than air can'flow from chamber 7 into chamber 2, so that the superior pressure in chamber 7 will depress diaphragm 5.` As the saiddiaphra m 1sdepressed valve 20 is drawn downwardly from its seat,-thereby placing chamber 7 in communication with pipe 23 and` with the emergency brake cylinder chamber 41 of the triple valve. This ywill permit air from the train pipe reservoir to flow through chamber 7 to the said emergency brake cylinder chamber, and from said `chamberto the brake cylinder, as described in Patent No. 1,183,103, thereb adding the reservoir volume for an emergency application of thebrakes. It is also by meansof ther air retaining valve shown in Fig.` 2, the train pipe reservoir will bedisconnected from the train pipe sothat the air from said reservoir cannot How into Athe train pipe` uponan emergency application of lthebrakes.' During all `service applications of the brakes, however, the reduction ofpressure in chamber 2* will be comparatively slow, thereby permitting an equalization. of pressures in chambers 7 ffpreventing the seating of the valve seat 15 valv'eA.y As shown and described 'in Patent No. 1,183,103, the emergency brake cylinder and 2 and uponvalve 12. The spring 18 maintains the ,dlaphragm 5 in its upper position until there is ya material preponderance of pressure in chamber 7 yThe excessive pressure in chamber 7`must be sufficient to overcome spring 18, and this preponderance of pressure will only occur when the pressure in chamber 2 is reduced Isuddenly suiiicient to secure the emergency operatlon of the'triple valve.

.c Should the pressure, at the time of an emergency application of the brakes, be greater in chamber 41 of the triple valve andin chamber 21 of the'change-over valve, 'than 'in'the'train pipe reservoir, the downwardly seating valve 20 will be held to its seatbythe superior pressure in chamber 21. This will prevent emer ency reservoir air passing ,backfrom chamer 21 to the train r p1` e reservoir. ber v21 through aperture 19 to the. chamber y adding ,the .train pipe reservoir volume e emergency manifest that` gency applications of the brakes, the brakes will be maintained applied for a longer period than would be possible with the emergency reservoir volume alone, where brakecylinder leaks occur. It is manifest that the greater the air volumel the longer periodof time will be required to reduce the pressure through leakage.

What I -claim is:

1. A change-over valve for an air brakeapparatus comprising a casing, a diaphragm within said casing and dividin it into a train pipe chamber and a contro ling chamber, a valve carried by said diaphragm and controlling communication between the controlling chamber and the train pipe and between the train pipe chamber and a train pipe reservoir, the controlling chamber being formed with an outlet, a valve carried by the diaphragm and opening said outlet when communication between the train pipe chamber and the controlling chamber is closed, and a valve toprevent air passing back through said outlet into the controlling chamber.

2. A change-over valve for an air brake apparatus comprising a casing, a diaphragm within said casing and dividing .it

into a train pipe chamber and a controlling chamber, a valve carried by said diaphragm and controlling communication between the controlling chamber andk the train pipe and between the train pipe chamber and -a train pipe reservoir, the controlling chamber being formed with an outlet, and a valve carried by the diaphragm and opening said outlet when communication between the train pipe chamber and the controlling chamber, is closed.

y 3. A change-over valve for an air brake apparatus comprising -a casing, a diaphragm Within said casing and dividing it into a train pipe chamber and a controlling chamber, a valve carried by said diaphra m and controlling communication between t e controlling chamber and the train pipe and between the train pipe chamber and a train pipe reservoir, .the controlling chamber being formed wlth an outlet, a valve carried b v the diaphragm and openin said outlet when communication between t e train pipe chamber and the controlling chamber is closed, and a spring in the train pipe chamber tending to move the diaphragm to open the valve between the train pipe chamber and .the controlling chamber.

4. A change-over valve for an air brake apparatus comprising a casing, a diaphragm.

within said casing and dividin it into a train pipe chamber and a contro ling chamber, means adapted to connect the train pipe chamber to a train pipe, means to connect the controlling chamberiwith the train pipe cham- I outlet, and a valve carried by the diaphragm and controlling said outlet whereby upon a sudden reduction of pressure in the train pipe chamber, communication between the train pipe chamber and' the controlling chamber will be closed and the outlet from the controlling chamber will be opened.

5. A change-over valve for use in that type of air brake apparatus in which the triple valve is operated by slow reductionsk of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes and in which a train pipe chamber is connected to the train pipe to augment the train pipe volume for service braking purposes, and wherein the triple valve is provided with means' operating upon a sudden reduction of train pipe pressure to connect an emergency reservolr to the brake cylinder for an emergency appliy cation of the brakes, and comprlslng a casing, a diaphragm within said casing and dividing it into a train pipe chamber and a controlling chamber, means coperating with said diaphragm and actuated thereby upon a sudden reduction of pressure in the train pipe chamber to close communication between'the train pipe chamber and the controllin chamber and the train pipe reser- Voir, te controlling chamber beingalways in open communication with the train pipe reservoir, and means positively operated by the dia hragm to open-commumcation between t e controlling chamber and the triple valve to seal the train pipe reservoir from the trainpipe and place 1t 1n communication with the trlple valve in an emergency application of the brakes.'

6. A change-over valve for air brake ap` paratus of the type defined in claim 5 and including means positively operated upon a sudden reduction in train p1 e pressure' to seal the train pipe reservoir om the train pipe and place it in communication with the triple valve, whereby the train pipe volume will be reduced and the train pipe reservoir air will be delivered to the triple valve durin an emergency application of the brakes.

n testimony whereof I hereunto ailix m signature.

SPENCER G. NEAL. 

